Speed-gearing for cycles



2 Sheets Sheet 1 (NO Model.)

G. GLYDON. SPEED GEARING FOR CYCLES.

N0. 510,252. Patented Dec. 5, 1893.

- WITNESSES: AWE 6L 4A v m VENTOR b n n +5 A TTOHNE rs.

2 Sheets-Shet 2.

(No Model.)

G. G LYDON.

SPEED GEARING FOR GYGLES Patented Dec. 5, 1893.

INVENTOH W/TNESSES.

A TTQRNE rs.

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NITED STATES PATENT OFFICE.

GEORGE GLYDON, OF BIRMINGHAM, ENGLAND, ASSIGNOR TO THOMAS HILL, OFJERSEY CITY, NEW JERSEY.

SPEED-GEARING FOR CYCLES.

SPECIFICATION forming part of Letters Patent No. 510,252, dated December5, 1893.

Application filed May 29, 1893. Serial lie-475.856. (No model.) Patentedin England November 3,1892,No.19,'782.

To an whom it may concern.-

Be itknown that I, GEORGE GLYDoN, a subject of the Queen of GreatBritain, residing at Birmingham, in the county of Warwick, England, haveinvented a new and Improved Speed-Gearing for Cycles and other Machines,(patented in England November 3,1892, No. 19,782,) of which thefollowing is a full, clear, and exact description.

The object of the invention is to provide a new and improved speedgearing, more especially designed for cycles, but equally well adaptedfor use on other machinery, the gearing being very simple and durable inconstruction, dust-proof, and arranged to increase the speed of thedriven wheel.-

The invention consists of certain parts and details and combinations ofthe same, as will be fully described hereinafter and then pointed out inthe claims.

Reference is to be had to the accompanying drawings forming part of thisspecification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a side elevation of the improvement as applied on a bicycle.Fig. 2 is an enlarged front elevation of the improvement. Fig. 3 isatransverse section of the same on the line 3-3 of Fig. 2. Fig. 4 is asectional side elevation of the same on the line 44 of Fig. 3. Fig. 5 isa rear side elevation of the same, with parts in section; and Fig. 6 isa transverse section of the same on the line 6-6 of Fig. 5.

The wheel A to be driven is provided with a hub B, through which passesloosely the spindle or crank shaft 0. At one end of the latter, aball-bearing E is interposed between it and the casing D of the arm D,forming part of the frame of the bicycle. The arm D on the other side ofthe hub B is provided with a casing D containing a ball bearing E whichis interposed between it and an end thrust bearing E arranged in therear end of the hub B and forming part of the spindle O, as is plainlyshown in Fig. 3.

On the ends of the spindle O are secured the usual treadles G and G, andon the said spindle, in the said casing D formed on the frame arm D, issecured an internal gear wheel H between whose hub and the adjacent endof the hub B, a ball-bearing E is interposed as shown. The internal gearwheel H is in mesh with a number of pinions I, each journaled on ashaftI secured in an L-shaped casing D secured to the inner end of the casingD held on the arm D, as is plainly shown in Fig. 3.

Studs D held in the vertical arm of the casing D support a ring D whichforms part of the bearing for the shafts I. The pinions I are in meshwith pinions J, journaled on shafts J' supported in the frame D and ringD", similar to the shafts I. This second set of pinions J is in meshwith a spur wheel K formed or secured on the forward end of the hub B,as is plainly shown in Figs. 3 and 4.

The casing D forming the bearing for the pinions I and J extends into acasing B fixed on the hub B, so that the gearing inclosed in the twocasings is protected from dust and other impurities. The severalcasingsB, D and D also'form a receptacle for the oil or other lubricant, bywhich the several parts of the gearing are continuously lubricated.

The operation is as follows: When the spindie 0 is turned by actuatingthe treadles G and G in the usual manner, then the internal gear wheel Hrotating with the said spindle causes the pinions I to revolve, and asthe latter are in mesh with the pinions J, the latter are rotated, andconsequently the gear wheel K in mesh with the said pinions J isrotated, so that the hub B carryingthe said gear wheel K revolves andcauses turning of the wheel A in the same direction in which thetreadles are turned. Now, it will be seen that different speeds can beobtained by making the internal gear wheel H or the spur wheel K on thehub with a greater or lesser number of teeth in proportion. Forinstance, if the wheel H has, say twenty-eight teeth, and the spur wheelK fourteen teeth, then the revolution of the spur or driven wheel K, andconsequently of the wheel A, will be just double the number of therevolutions of the spindle C. It is understood that the gear wheels Kand H are connected with each other by the sets of pinions I and J,which are pref erably of the same diameter and have the same number ofteeth, as shown in Fig. 4.

By arranging the casing D on the arm I) and securing on the inner faceof the said 1. In a device of the class described, the

combination with a fixed frame supporting a casing, of two sets ofpinions journaled in the said casing and in mesh with one another, aninternal gear wheel secured on the spindle and in mesh with one set ofthe said pinions, and a spur wheel on the part to be driven and in meshwith the other set of the said pinions, substantially as shown anddescribed.

2. In a device of the class described, the combination with a fixedframe supporting a casing, of two sets of pinions journaled in the saidcasing and in mesh with one another, an internal gear wheel secured onthe spindle and in mesh with one set of the said pinions, a spur wheelin mesh with the second set of pinions, and a hub carrying the said spurwheel and forming part of the wheel to be driven, the said hub beingprovided with a casing forming a cover for the casings supporting thesaid pinions, substantially as shown and described.

JOHN VVHYMAN, I HARRY AMPHLETT.

